Multiple unit control system



Jan. 21, 1936. 1.. E-W. MONTROSE-OSTER 2,028,683

MULTIPLE UNIT CONTROL SYSTEM Filed Dec. 15, 19:0 7 Sheets-Sheet 1 Jan.21, 1 936. L. E-W. MONTROSE-OSTER 2,028,683

MULTIPLE UNIT CONTROL SYSTEM Filed Dec. 15, 1930 7 Sheets- Sheet 2llllllllllllllllllllllll lIIll/I A LII!!! Jan. 21, 1936. 1.. E-W.MONTROSE-OSTER 2,028,683

MULTIPLE UNIT CONTROL SYSTEM Filed Dec. 15, 1950 7 Sheets-Sheet 3 Jan.21, 1936. E-W. MONTROSE-OSTER 2,028,633

MULTIPLE UNIT CONTROL SYSTEM Filed Dec. 15, 1930 7 Sheets-Sheet 4 [111mFHjfVr.

I 750 4 v 7% i fm enlorr All Jan. 21, 1936.

1.. E-w. MONTROSE-OSTER MULTIPLE UNIT CONTROL SYSTEM 7 Sheets-Sheet 5Filed Dec. 15, 1930 wmw Jan. 21, 1936. L. E-W. MONTROSE-OSTER 2,023,633

MULTIPLE UNIT CONTROL SYSTEM Filed Dec. 15, 1950 7 Sheets-Sheet 6 Jan.21, 1936. E-W. MONTROSE-OSTER 2,028,683

MULTIPLE UNIT CONTROL SYSTEM Filed Dec. 15, 1930 7 Sheets-Sheet 7 5y JQZPatented J... 21, 1936 UNITED; STATE s PATENT orrlcs MULTIPLE CONTROLSYSTEM Louis Eugene-Widolt Montrose-oster, Karlsbad, CzechoslovakiaApplication December InGe 1930, Serial No. 502,535 rmany December16,192!

23 Claims. (01.188-153) This invention relates to an automatic controlsystem for electrically operated vehicles for indi-' vidual and groupdrive, preferably in connection with street railway cars, and inaddition to -this, also in connection with trolley-busses, travellingcranes and the like. My new systemof control may preferably be usedinconnection with systems including a plurality of main controllers andbrake-controllers operated from a central point such as is the case withtrains of different length, that is trains having a greater or smallernumber of motor cars; Operation of such trains has heretofore only beenpossible by means of a control system using relays or,air pressureoperated individual control systems *in which case numerous controlconductors must be carried controller-drum such as by means of areleasable throughout the length of the train.

,I'he operating organ used in individual control systems may either beloosely connected with the clutch operated by a retracting spring, orsaid operating organ in case of being fixedly conswitching is d nectedwith the controller-drum must be adapted for forward and backwardtravel. Besides, an inherent feature of an arrangement consists thereinthat the greatest velocity of etermined by the greatest speed ofrotation of "the drum. Stopping of the control apparatus takes place byinterrupting the supply.

of energy to the driving organ for the controller.

All these drawbacks are successfully avoided by'my invention. My newsystem of control makes use 6! a driving organ which is fixedlyconnected with the shaftof the control apparatus which rotates in onlyone direction. Stopping-of the ontrol apparatus is efiectedby lockingthe same, without, however, interrupting the .supply of energy to thedriving organ, while on the other hand the greatest-speed of rotationmay be a of the main controller foreach car being accomplishedautomatically in accordance with its temporary ability of receivingcurrent. The, mode of the interior connections of each motor car and ofthe 'motors' in the several cars are entirely immaterial. According tomy invention, therefore, quite diflerent cars may'be operated together,the only condition for such operationbeing that all cars are equippedwith like automatic control systemsyso that every individual motor carmay take the energy required from the overhead line by way of'its owntrolley., If it is desired to use simultaneously with this system ofcontrol an electrical system 'ofbraking, an oil 10 pressure conduit isprovided similar tothat usually found in trains drawn by a tractor, Theoperator's stand may be arranged at any desired place on the train, forinstance, on the front platform of a trailer so that motor car and 15 ofthis kind the motors and the fixed trailerneed no more switching at theterminal of a line. I In view of the continuously increasing sizes ofcars the main controller, the several contacts and the magnetic blow-outdevices heretofore could be sufficiently dimensioned only withdifliculty in systems of control in order to provide possibilities forproper operation. In contra-distinction to this, my new automaticcontrol system also consists'of a plurality of individual parts whichmay be arranged separately from each other yet requiring no greaterspace than that heretofore necessary fgr control apparatus. Theseindividual I parts, 10 instance, may be mounted upon the top of a car,below the door of'a car, below the seats or also at the'placesordinarily used for this purpose or at any other places where thisapparatus may be suitably mounted. In any case by my invention it willnot be necessary that the new autoatest height 0! the matic controlapparatus be positioned within the range of action of the operator.

My newcontrol apparatus is never used for switching the motors out ofcircuit, but solely for switching the motors into circuit. Thisprinalpha" is based upon the consideration that safety of operation aswell as the lifetime of the controllers may be considerably increasedandthat the amount of structural material necessaryfor vthe controlapparatus will be decreased if sparks,

and in consequence thereof blow-out devices, are avoided at the contactsof the control appara'tus. In my new system of control, accordingly ingtravel are effected by means ,of a controller-;

a drum which is equipped with amain relay as therewith the numberofcontacts of the several main controllers, as'well as the number andsize well as with all operations of breaking the circuit durcontactswhich had heretofore.

been necessary for, a reversing 'drum with maltese cross drive, and withcontacts to; the 1 1tsteps. g I

My new system of control operates without further auxiliaries, such as ae air con-' duit, storage batteries and also dispenses with theimmediate use of the trolley voltage and any manual operations. Inaddition to these features my new system of control together withallauxiliary apparatus may be structurally combined with any of thausualtypesof controllers with only small changes in a very simple man;

ner.

In every case by the new system of control therewill be the importantadvantage that the brake controller may be closed in any desiredoperating position of the main controller without "loss of time andwithout waiting until the main controller has moved into zero position.In like manner my new system of control pe'r-. mits immediate closing ofthe 'main controller in any desired position of the brake controller.

The present application is directed particularly to the fluid pressurebrake control featur s of my invention and the manner in which themechanical wheel brakes of vehicles equipped with my system c! electricbraking when interconnected to form a train of several units, may

be controlled individually or collectively from anyone of the vehicles.

Another feature of my invention covered by the present application isthe manner in which the circuits through the main controller to thedriving motors of the several vehicles are connected through the brakecontroller so that the latter must be in zero position in order to feedcurrent to the driving motor beyond a redetermined advanced position ofthe main .controller. I

Other features covered by the present appli-" cation are the details andarrangements of the hydraulic system employed for developing andtransmitting actuating forces to the brake contrailers, and these andother features will be more fully described in the following specifics--tion and illustrated in the accompanying drawings, wherein:

of the apparatus shown in Figs. 1 to 4, in middle or zero position, withthe: cradle in contact with said pistons;

Fig.7 shows the cradle in turned position upon separation of thetwopistons;

Fig. 8 shows a cradle with onlythe-left piston moved; Fig. 9 shows thecradle with the right piston; Figs. 10 to 13 show the position of thebutterfly unit corresponding cradle in Figs. Bto 9 inclusive;

Fig. 14 is a vertical section pling of. the hydraulic device of wecarswhen coupled together. and built inthe coup n head;

schematic-arrangement of-the by- M. 1-5 is a draulicsystem inatrain Fig.'1 is a diagram of connections showing to the positions of the showinghe Fig.16 is a schematicdiagram of connections showing the completebrake operating mechanism as well as a modified form of manual controlmeans; and

Fig. -17 is an enlarged detailed view showing diatically a modifiedarrangement of:

manual control combining thehand controls and foot operated brakeservo-mechanism of 16 in a single unit. v

The main features of my invention are represented in the diagram ofconnections shown in Fig. 1 which represents the application of thegeneral-principles of my invention to a street car having four motorsand being equipped with an electric short-circuit brake. According toFig. l furthermore the brake controller is locked in a special manneragainst the main controller.

In Fig. l A designates a driving mechanism, such as for instance aspring-operated clockwork which is wound-up in well known manner by anelectric motor, the details of.which form no part Dis 9. main switchcomprising a main relay and contacts destined to act-in the manner oftheformerly employed reversing drum. E represents the brake controller Fand F the specially constructed reversing switches at the front andrear' operators stand. G designates diagramof the invention as coveredby this application.

matically the hydraulic multiple unit control system for operating thebrake controller shown more fully in Figs. 2 to 14 inclusive.

Main controller B main controller B does not principally differ frommain controllers of known construc'-.

tion, with the exception that it is provided with the contacts fortravel which contacts are distributed over 360 on the controller drum.Besides, the drum of the main controller B is provided with auxiliarycontacts or segments l8- 'which, 'as more fully explained below, areintended to prevent the entire system against being put under tension incase the main switch D is not in proper position.

The relay C automatically governs the speed, of advance of thecontroller B in the usual manner. I V

' Main switch D The switch consists of a drum which during operation mayassume two' positionsand in exceptional cases also a third position.This drum carries in addition to a main relay destined to connect ordisconnect the entire system to and from the overhead line allcontacts-which 60 v in ordinary main controllers (for travel) aremounted upon the so-called reversing drum, that 'is all contacts whichat a time" are inserted between zero position and the first travelposition, or as thecase may be between zero position .and the firstbrake position. Thearrangement is so" made that only for purposes ofsupervision the seroposition as-shown may be. assumed by the reversingcontroller solely by-actuating said controllerby hand. During normaloperation,

however, the controller is is either in the position "Ru" (travel) or.in the position Br (braking). The controller D is ordinarily kept, wheninoperative, in the position; Br by means of the spring I2. t

Ordinarily the brake controller E is kept in zero position by theretracting spring I3. .From the Brake controller E The brake controllerE of Fig. 1 is operated in the present case by means of oil pressuredeveloped in the hydraulic brake control system G in a manner to behereinafter fully described.

drawings it may be seen that in switched-in condition of "the maincontroller, the coils I4 and I5 will likewise be inserted into circuitcausing the release of the locking pawl 11; If, therefore, the brakepedals I or I8 are actuated, thespring-weighted piston I9 will be movedforward and the part 00 which is immediately connected with said pistonmay be immediately rotated, that is the brake switch proper with itssaw-shaped locking pawl 8| will remainin zero position. Uponde-energizing the coils I4 and I5, the coupling bolt IQ as well as the,lg pawl TI will come into engaging conditio and the piston I9 may moveforward and carry with it the brake controller and the ratchet wheel M.The -saw-shaped conformation of the ratchet wheel prevents return motionof the switch and therewith any formation of sparks. The oil pistcn maynow be immediately retracted and in like manner the switch, if it hadforinstance not remained in its end position, 'may be further moved forwardas far as into its end position by proper forward motion of the oilpiston. At the moment of again energizing the coils Hand I5, thecoupling bolt' 16 and the locking pawl I! may be released permitting theswitch to return almost instantaneously into zero position by action ofthe retracting spring I3, it being immaterial in this case at whichpoint the connecting disk 80 which is driven by oil pressure ispositi'oned at this moment. The segments and steps used according to myinvention are exactly in agreement with the segments and steps used in aswitch of most simple construction. There is solely used a .lockingcontact 82 which afiords security against rotation of the maincontroller beyond the first switching steps only, in case the brakeswitch had returned in the meantime into its zero position.

This brake switch, for the purpose of servomotor control, may also beequipped in accordance with further improvements described furtherbelow.

Travel reversing switches F andJ" F and F represent the travel reversingswitches .mounted at the front and rear operator's stand.

, C Hydraulic multiple unit control'G Simultaneous and uniform actuationof several brake controllers in a train can only be effected by means ofa multiple unit control systern. A well-known example of such multipleunit control systems comprises relays ordinarily in connection withelectrically operated cars preferably. city, underground, and overgroundrailways. 'While the relays which operate the several steps for travelmay be immediately ac-, tuated from the line-voltage, this is notpermissible in connection with electrical systems of braking, becausethe brakes in this case would be dependent upon the presence of the linevoltage, while inthe absence of the line voltage such may be connectedto said one half of acoupling,

. a cover including a filter on their left-hand side, as seen from therear brake systems would not operate. In the heretofore multiple unitcontrol systems, therefore, the possibility of electricalbraking has notbeen utilized and in most cases. pressure air brakes \had been providedfor braking. There are also 1 'cases in which electrical braking hadalso been efl'ected by electrically operated relays. In this a case.however, an independent source of electric current, for instance astorage battery, hadbeen necessary in the several motor cars of thetrains. In case of street railway cars up to the present, the employmentof multiple unit control systems and therewith the possibility ofcomposing a. train from any desired number of motor cars would in mostcases not be utilized forthe aforementioned reasons. On the one hand, ithad not been found advisable to resort to the independent pressure airoperated brake and on the other hand storage'batteries could not beemployed for want of space or in view of an undue increase 20 of theweight of the cars.

My present invention, in contra-distinction to known electricallyoperated multiple unit control systems, employs a liquid-control agentand will thus be independent trical energy, possessing in spite of thisthe fol lowing main features of a multiple unit control I system:Firstly, any desired number of like constructed units may immediately beconnected with each other and adapted for multiple unit control,secondly, there may be provided any desired places of control, thirdlycontrol may be effected at any time from a single place of control,while all other places of control are locked in this case, fourthly, allunits may be connected in either direction with each other and the sameoperation of control will take place in, like sequence and at liketimes, independently of the place from which the operations of controlare initiated. Every unit equipped with this hydraulic multiple unitcontrol system comprises a set H of control apparatus as well as onehalf of a coupling I shown in Fig. 14 provided at either end of saidset. Any desired number of further units a like half of a coupling beingused for connecting further units therewith.

Control apparatus H The set of control apparatus H- consists of a casingIOI in which there are mounted two pistons I02 and I03 of specialconformation, said pistons being guided. on either 'end by members I04and I05. At its outer end every piston is equipped with a rubber packingI06 which is kept compressed by a spring I01. This packingas well as thepistons are provided with a central bore I 08 with a, radially directedextension I09 reaching as far as into the cylindrical and properlycut-away rubber cuff IIO. This rubber cufl in position of rest of thepistons leaves a bore I I I-I I2 in the wall of the body I05 in opencondition, so that the oil 3 which fills-up the entire set of controlapparatus may be. connected with thepiston space H4 and the pipe conduitH5. The piston I02 and the guideIM are arranged accordingly. The casingis equipped with H5 through which oil may be subsequently filledinto'the set of control. apparatus. Tlie two pistons I03 and I04 carry(Fig. 7) two pawls III and H0 which are unsymmetrically arranged withina plane C-E positioned in the direction of the'pistons, one of saidpawls; I", being directed towards above and 7 from the presence of 'elec- 25.

the other of said pawls, Iii, towards below as shown in Fig. 2. On theright-hand side of the central plane passingthrough the longitudinalaxis of the set of control apparatus, the pistons the center.

as shown in the drawings are not extending to Oblique surfaces II! andI2l, as

shown in Fig. 10, represent the end surfaces of entersthe space Ill andthe rubber cuff mles well as of the piston in in the cylindrical part'ofthe two pistons.

As shown in Fig. 4 and 5 two shafts or studs extend from the casingIIII, one shaft I22 serving for the reception of energy and the shaftI22 for the supply of energy to said former shaft. The

shafts I22and. I23 are mounted-perpendicularly to the two pistons and insuch a manner that their central axis passes exactly through theimaginary central point of contact I2I of the in front of the pawl II.of the piston I". On

the right-hand side ofthe set of control apparatus the energy supplyingshaft is equipped with a member I21 of the shapeof a butterfly havingtwo pawls I28 and I2! which upon rotation of the body I21 in clockwisesense wilYabut against the surfaces/II! andI2II of thepiston Il2 and I,thusmoving said pistons away from the center towards the outside (Figs.10-18).

For each unit there will only be required a single set of controlapparatus H. It is, however, a matter of choice to employ a plurality ofplaces of control for each unit. In thiscase each set of controlapparatus must likewise act upon a shaft I23 which actuates the energysupplying shaft.

This is acc'omplished'in the present case (Figs 2-5) also by hydraulicmeans including a pressure conduit connected to the set of control I30.The pressure liquidapparatus at the point causes displacementof adirection towards the ri t, the spring I24 which keeps the cuff I22 intensloned condition being now released. By means of a ball-andsocketjoint I" the pressure of the piston is transmitted to the pivot I31by'means of the piston rod I", said pivot I31 causing the segment I38carried by the ener y supp yi s shaft I23 to likewise rotate inclockwise direction. The segment 128 is provi ed with a slot I ofcircular conformation permitting, in case of direct actuation of'theshaft I23, the members I32 to I31 to remain at rest. The spring II4continually tends to rotate the cradle I24 in clockwise direction,therewith stops and into their central. or zero position.

In condition of rest of the set of control apparatus H the two pistonsIII2 and II: will abut against each other (Fig. 6). The cradle I24 willbe in the position shown, while the butterfly I21willbeinthe'pofltionshowninFig. 10 andthe.

pistons of the half I of the coupling will be in their central positionas shown in Fig. 14.

The multiple unit control system is actuated by rotating the operatingshaft. I22 in clockwise direction, for instance by means of ahand-lever, treadle or the like. Thebody I21 (Figs; 10-13),

of butterfly shape, fixedly connected therewith is now likewise rotatedin clockwise direction, while the pawl I22 abuts \gainst oblique surfacecarrying back'the" pistons I82 and IN after each actuation againsta,oae,ess

m e: the piston I23 and the pawl m against the oblique surface II! ofthe piston "2, thus moving the pistons I02 and III! symmetrically in(apposite directions while sliding upon said suraces.

During this symmetrical motion of the pistons I I2 and III away froneach other, the pawl I'I'l of the piston I will carry with it the boltI2. in

one direction. while the pawl II! of the piston I" will likewisecarrywith it the bolt I" in the other direction, causing thus thecradleI24 to rotate in counter-clockwise direction, this rotation in thepresent case (Fig. 5) being for instance transmitted to a lever III.This lever I I may be used for directly or indirectly initia ing anydesired operations of control. I

Fig. 2 shows the piston I22 in cross-section. After the piston I hadbeen displaced by the body I2'I,thatisifthepiston I48 showninFig. 2 hasmoved towards the right, the rubber-cuff II. will at onceclose uptheboreIII inthe casing I and'thereupon interruptthe connection between the oilin the pipe conduit leading to the aperture II! and'the oil II! in theinterior of the set ofcontrol apparatus H. The oil contained in 1 thepiston space II4 will now be moved by the rubber cuff I through theaperture IIS towards the right into the conduit and come into the onehalf I of a coupling, for instance theleft-hand part I shown mm. 14. Nowthe-oil fills up the piston space I and during simultaneous expansion ofthe spring I42 .will move the rubber cuff I42 and the piston I44 whichaccordingly moves towards the right. The piston I44, in casea-furcoupling is connected therewith. This latter coupling is astructural image of said former the! piston is symmetrically connectedtheree coupling. The two couplings therefore will perform the samefunction in reversed order. The piston II4, upon motion towards theright, will offer by reason of'the collar I42 a certain resistanceagainst a spring I48 which serves to carry the piston back into thecentral position of rest shown in the drawings after a completed workingstroke. The piston I44 together with its parts I46 and I48 and with thespring I4! is mounted within a hollow sleeve or piston I5Il closed up atits right-hand end by an annular member Iii.

The hollow piston Il. may move within the cylindrically shaped part I52of the half B of the coupling against the action of" the spring III. Thedrawings show the piston m in its fpofltion of rest, that is in itsoutermost righthand position, this position being defined by .theintermediate annular member or ring I64.

The arrangement of the just-described system of pistons willautomatically force the piston I44 back into its central position asboth springs do not act directly against eachother. More particularly,the spring I40 will force the piston.

I44 to assume together with the collar I48, the.

left-hand position within the hollow piston I54, while the springI52will force. the hollow piston I50 together with the pistonsl44 andtheparts connected therewith to, assume the outermost outermost right handposition within the cylindrical hollow space Il2.

In an analogous way the piston I02 which by ,motion of the butterfly min clockwisedirection willbe moved towards the left and displace. aquantity of oil and therewith supply another half I ofthe coupling andthe piston forming'part of this balfwill'bemoved towards I clockwisedirection.

the outside in like manner as iust,descrlbed. In consequence of this,every motion of the act ing shaft in clockwise direction will effectuniform displacement of the pistons in both halves of the coupling whichpistons are normally kept in their central position, .and simultaneouslytherewith motion of the cradle I24 in counter- A like motion incounter-clockwise direction will take place in all other units which mayeventually be connected in any desired direction with the unit justdescribed.

If it is, for instance,-desired to operate a train of three cars asshown in Fig. 15 by depressing the pedal P1 in the unit a, the energyreceiving shaft I22 will rotate in counter-clockwise direction, whilesimultaneously therewith the piston I56 of the half 1 of the couplingmoves towards the right and the piston I51 of the half I towards theleft. The piston of the half I when moving towards the left, will nowlikewise move the piston I58 of the half F towards the left, that istowards the inside. Now

motion of the=piston I03 which forms part of the set of controlapparatus proyided in the car b will take-place by the intermediary ofthe interposed volume of oil. The piston I03 therefore will move towardsthe left thereby simultaneously moving the piston I02 likewise towardsthe left. The'piston I02 with the pawl Ill thereon will move the boltI26 on the cradle I24 likewise towards the left so that said cradle willbe rotated around its center I2I in counter-clockwise direction, thesame as in the case above described, in which the pistons had moved inopposite directions'away' from their central position. In the case atpresent described this rota-' tion of the cradle I24 is effected incounter-clockwise direction without. the aid of the pawl II8 on thepiston I03 and the bolt I25 on the cradle- The piston I02 by reason ofthe above described displacement of oil now efiects motion of "thepiston I59 forming part of the clutch F towards the left, that istowards the outside, causing now also the piston I50 which forms part ofthe coupling I to move towards the inside. .The steps of operation justdescribed in connection with the interposed oil pressure device insteadof by the pedal P In this case the same motion takes place as abovedescribed with the exception that although the piston IGI of thecoupling? is moved towards the left that is towards the outside, allother pistons forming part of. the couplings of the entire train will bemoved towards the right. Accordingly, also the pistons I02 and I03 ofthe sets of control apparatus in the cars b and a will be moved fromtheir central position not towards the left but towards the right (Fig.

-9). In this case the pawl II8 on the piston I03 will carry the bolt I25on the cradle I24 towards theright, while the pawl III of the piston I02and the bolt I26 on the cradle I24 will not come into engagement witheach other. In this case also the cradle I24 will again be rotated incounter-clockwise direction. a

From Figs. 12 and 13 it may be clearly seen that in the last describedcases the pistons I 02 and I03 01 the sets of control apparatus H movein the same direction irrespective of the fact whether the motion takesplace towards the right or towards the left, and actuation of these setsof apparatus by action of their shaft I23 or by action of the butterflyI21 will be impossible. Fig. 13 shows clearly but in theflrst-case thebutterfly I2'I engages with its pawl I29 the piston I03 causing ablocldng-of this apparatus,

-while in the other case the pawl I28 engages brake) the pistons I02 andI03 in the setof control apparatus H of the car b will be moved apart byaction of the butterfly I21 andthe volumes of oil will be moved towardsthe car a in the di-. rection of travel and towards the car 0 in adirection opposite to the direction of travel, travel of the cars beingassumed towards the right of the I drawings. .In the set of controlapparatus H of the car I) consequently the pistons I02 and I03 willassume the position shown in Fig. '7, while said pistons in the car awill assume the position shown in Fig. 9, and in the car c the positionshown in Fig. 8. The sets of control apparatus in the cars a and c willbe blocked at the moment of actuating the multiple unit control systemfrom the car b, whfle the three cradles I24 of all sets of controlapparatus will be actuated exactly at the same time and in a uniformmanner like rotations in counter-clockwise direction.

Mode of operation Referring to Fig. 1 the current taken from theoverhead conductor I by means of the trolley 2 in the usual manner willbe divided at the point 3 through the lead 4 to the main controlleroperating and governing devices A and C and the motor and through theconnection 5 towards.

the auxiliary devices of the automatic control apparatus.

The direction of travel of the car is assumed to be from the lefttowards the right .in the drawings. Upon actuation of-the pressurebutton" 6 the'current will flow' from the overhead conductor past thebranching point 8 towards a relay 9 and from this relay to ground. Therelay 0 will establish a circuit including the overhead conductor, thelead I 0, through the reversing switches F, F and the lead- I6 and incase the main controller is in its zero position, into the contactsegment I8, into thelead I9 and into the lifting coil 20 forming partofthe main. controller D and from here to ground. Energization of. thelifting coil 20 by meansv forming no essential part of my brake controlapparatus, moves switch D to ,closed position, to effect operation ofthe main controller actuating and governing devices A and C.

A fulland complete description of applicant's improvements in Automaticcontrol system for electrically operated vehicles is set forth in'mycopending and divisional application Serial No.

723,904, flied May 4, 1934.

Simultaneously with the'energization of coil 20, the coils I4 and I5areput under tension and will release in the aforedescribed manner thebrake controller which is carried back into zero only for such a lengthof time until the main controller has come into its second operatingposition. It the main controller isin condition of changing over fromthe second operation to the third operation, this connection isinterrupted and the coil 22. will be under ho tension; that is the maincontroller will be switched out of circuit, ii the brake controller inthe meantime had not been moved into its zero position, there--- byestablishing a circuit including lead It, uppermost contact segment l2,undermost segment l2,

- lead 22, looking contacts 22.0! the brake switch E, attracted contactmember 22 of the main controller, and holding coil 22 of the mainswitch.

As hereafter stated, thefiuid pressure actuating element 12 as shown inFig. 1 may operate directly on the. brake controller E to cause rotationof the same, or said device may control a servo-mechanism G (see Fig.16) arranged to cause actuation of the brake. when testing the partswhich Iorm part of the brake equipment of my present automaticcontrohsystem, it has been iolmdthat sometimes considerable pressuresmust be exerted upon the pedal which serves for operating the brake andin particular for rotating .the-drum of the brake controller. This isdue to the fact that resistances due to friction, and theresistanceoflered by the various retracting springs must be overcome.While this is possible without exerting-an excessive amount of power foroperatingthe brake pedal for a sin 1e controller the actuation of thedrums of a p urallty of brake controllers in an entire train composed ofseveral motor cars will require a multiple amount of power which canonly be difl icultly furnished by the loot oi the operator. \Besides,

this'arrangement is connected with the drawback that according as towhether the train comprises one or more motor cars the power to beexerted by the foot of the operator upon the brake pedal will.,be quitedifie'rent in order to bring about the same effect of braking in one ormore cars. with this in mind, a further improvement according to myinvention consists in providing an arrangement which avoids directactuation of the'brake-drumJJy meansof pressure oil and uses thepressure oil system solely as a servo-motor.

This improvement is represented in the form oi. a diagram of connectionsin Fig. 16 in which the aforementioned parts A-D and F-G are onlyindicated, while the modified part E is fully represented. l g

In Figf ,16, 221 designates'a spring tending to insert into circuit thecontroller drum 22! which is merely indicated in Fig. 16.- 222 is a partof a lockingpawl which may move around the fixed point 222 against theaction of a spring 222 by exerting a pressure upon the lever 222 bymeans of theioot lever 224 or by means of the pressure oil pistons 222,225'. 221 is a guide which serves for guiding the locking pawl 20: alonga straight line of motion. 222 represents a spirally against the drivingwheels of a car.

I s',oaa,ess

cam-disk with radially arranged steps thereon. 2 man auxiliary contactmember for the controller drum. 222 is a magnet which acts against thespring 22! and. ii energized, serves for switch- 7 ing the brake drumout of circuit. 2 i2 is an auxiliary cam-disk mounted upon thecontroller drum, said auxiliary cam-disk having a proper recesspermitting the finger M2 in position ill of the brake drum to drop intosaid recess. In this manner the spring 2l4 will be enabled to draw ,thepawl 2l5 downward around the fixed point 2l6. 2" is a counter-pawl,likewise provided with a spring, said counter-pawl being pivoted to arod mechanism 2 l2 which may press the brake shoe 2l9 under the actionof the sp ng 222 22 and 222' are guides for guiding said rod mechanismalong a straight line of motion. 222' is an electro-magnet adapted todraw the brake shoe 212 away from the driving wheels of a car, therewithreleasing the brake. 224 is a final disconnecting switch which ismounted upon the rod mechanism 2l2 and serves for connecting ordisconnecting the ends 225 and 222' of a conductor leading toground.-The spring 222 is'fixed at 222. 221 is a relay which serves to establishconnec tion 2l9 between 222 and-222 by means oi a contact member;

The aforementioned auxiliary contact member 2| I on the brake drumserves to establish connection with the ground during contacting oi thefingers 222 and 222'. 222 -is a short auxiliary contact member on thedrum which serves tor esconnection between the fingers 222 and 222 inzero position of the controller. 222

is a. further auxiliary contact member on the main switch D drum whichin position traveP serves to establish connection between the con- .tactfingers 224 and 224'.

The diagram of connections shows the brake drum in zero position. As hadbeen above described, the main switch D- at the moment when the operatorreleases the pressure button 2" "or 2H will be in braking positio theauxiliary contact member 222 disconnecting the contacts 224 and 224'. IIit is desired to effect braking in an electrical way, the operator willhave to depress the foot lever 224 thus raising, by the aid of thepressure oil pistons 222-425' and the lever 222, the flocking pawlproper 222 to such an extent within its mildew that the cam no willmoveone step forward towards the left by action of the tension spring2M. Further depression 01' the foot lever now causes the cam 222 to moveanother step forward until finally the braking position [2 on member 2|I is reached. At this moment the finger 2 drops by action ofthe spring 2into the recess 12 on the cam dlsl:v 2l2, while the fixed locking pawl2|! releases the movable locking pawl 2i! and mechanical brake 2 I2 isnow actuated by action of the spring 222. This will have the efi'ectthat the train, in case it cannot be brought to complete standstill byelectrical braking, will be automatically stopped,- when travellingquite slowly, without necessitating the operator to throw the lever forthe -mechanical brake. As early as in the first brakin position theauxiliary contact member 2| I have. established connection between thecontacts 222 and 222'. At the moment when the operator intends tocontinue travel of the car, he presses the button 2 or 221' causingmotion oi. the main switch D from braking position into position oitravel; the contact member 222 establishing connection between thecontacts 234' and 230'. Simultaneouslytherewith the coil 3l0 of thebrake relay will be connected to ground by way of the contacts 230 and230' which are now connected with each other. The auxiliary relay is nowenergized putting the two serially connected magnets-323 and 323 undertension against ground. Both magnets operate simultaneously, the magnet2| I carrying back the controller drum 22i against the action of thespring 20] almost instantaneously into zero position,

while the magnet 323' attracts the brake mechwhen the mechanical brakeis released. which will interrupt the connection between 225 and 225' bymeans of the end contact after the brake 25 has reached itsend'posltion. The two leads from the'relay 221 to ground and areconnected in parallel relation by way of the contacts 230 and 230' and225 and 225'. The remaining parts are in agreement with thediagram 30 ofconnections shown in Fig. 1 wide represents the basic features of myinvention. The operation of the combined mechanical and electric brakingsystem thus described may be briefly set forth as follows: Assuming itis desired to bring 35 the train to rest by use of the electric ordynamic brake; the operator actuates the foot pedal 204 (see Fig. 16) torelease the locking pawl 202, thus permitting the spring 20l to effectstep by step movementof the brake controller drum E. 40 This functionsto manipulate the'electrical connections between the resistance g-f (seeFig. 1) and the driving motors M in a well known manner. Ii conditionsare such that the train continues to coast slowly beyond. the pointwhere it v 45 is desired to 'stop, the mechanical brake may be readilybrought into operation by further elevation of the pawl 202. Thus,assuming the pedal 204 has been previously operated to permit the drum Eto advance nine steps or notches under 50 the influence of the spring,20!, a further elevation of the pawl 202 allows 'thedrum to advance anadditional step to the position in which the pawl 2l3 riding on the rimof disk 2i2 drops into a depression in said disk to thereby releaselock- 55 ing pawls 2| 5 and 2", at which time the spring,

220 is efiective to throw the brake shoe'2l3 forc ibly against the wheelto bring the train quickly to a positive stop. When it is desired toresume travel the operator presses the button 235 or 230' 60 whichaction energizes the actuating coil of the switch D to throw it totravel position. Simultaneously, the coils 2| I and 223 are energizedand these respectively return the drum E to zero po- 65 tion against theopposition of spring 220.

In Fig. I have shown diagrammatically but clearly the manner in whichthe hydraulic pressure units on the several cars are connected to thebrake controller either directly as shown in Fig; l 70 or through'a'servo-motor, it being noted that in sition and withdraw the shoe Usto releaseposi- Fig.- 15 the several shafts I22 carrying the lever:

I55 are connected by suitable linkage indicated at L to the governingpawl 208.

A second improvement according to my inven- 7 tion consists in thefollowing. As'above stated therehad been exclusively the possibility ofcans ing the brake drum to move into any desired position and to causebackward motion of said brake drum into zero position by depressing thetravel button and simultaneously initiating therewith 5 the operation ofthe drum of the main controller.

\ This arrangement, however, is not sufllcient for all'purposes, becauseit must be possible, for instance, if a train has to pass differentgradients in succession, to solely release braking, either to 10 let thecar run freely or to cause the'brake drum to move forward for a somewhatsmaller distance than previously. In a case of this kind it mayeventually be undesirable to have the main controller, even for a shorttime, connect the motors 15 simultaneously to the circuit. In order topro vide for this I have devised another mode of connections which isdescribed more fully in the following, reference being made to thediagram' given in Fig. lfixAccording to this diagram of connections,prov ion is niade to operate one car as well as trains composed ofseveral car units at any desired velocity of travel,.for instance, forswitching operations. 1

It is to be noted that the diagram of connections given in Fig. 16 is ageneral representation of my new brake system of a street car for travelin two directions. Accordingly the car is equipped with two operator'sstands. All main connections have been omitted and the diagram showssolely the arrangement of the auxiliary connections.

The right-hand op'erators stand is designated with T. At this operatorsstand there is mounted the main controller as well as the travelreversing controller F. At the left-hand operators stand which isdesignated with T there is mounted the travel reversing controller F aswell as the brake controller E. A pedal for actuating the brake is shownsolely at the operator's stand T 40 for the sake of simplicity, while asamatter oi course a like pedal must be provided at the oper ators standT. The main switch D is'positioned in the center of the drawings- Inotherrespect a the arrangement is essentially identical with that justdescribed in connection with the aforementioned first improvement. a

3M and, 30! represent the switching instrumentalities which serve foroperating the control system. 302 and 302' are control buttons, the

former serving for purposes of switching, the latter serving to stop thecar. Fig. 17 shows a preferred form of construction in which the switch30l is united with the pres.-

sure button 302 as well as a preferred form of mechanical drive for thebrake drum.

It is assumed that the car he in condition of travel and that the.operator has actuated thebrake controller toany desired'position thereofby depression of the pedal. Ii the operator who is positioned at thestand T now intends to have the car run out freehr, he will have todepress the lever "I to an extent to contact with the contact member303,- thus establishing connection between the overhead conductor 304through conmotion 305, branch'point 300, connection 301, lever "I,contact member 303. connector 300, branch point 303, brake relay. 3i0,contact member 3 -on the brake drain and connection 3i2 v towardsground. The brake relay will consequently be ener ized and the armature3" of said relay will establish a circuit from overhead conductor 300,by way of the connection 305, contact .320, contacts '32l, 322, magnets323, 323' towards ground. Theretay therefore will ener- 1 iii) . carriedback into zero position. At the same time the armature 3|! of the relayhas established connection between? the'contact 220 and 32l,-said relayenergizing itself backward by way of the connection 324 towards thebranch. point 325. An instantaneous contact between the switch "I andthe contact member 303 will therefore be sufllcient to safely releasethe spring-actuated brake and to move back the brake drum into zeroposition. The brake relay 3"! will switch itself out of circuit afterthe contact member 3 isin zero position and after the brake drum hasbeen back and the spring-actuated brake released. A connection 2 isbranched of! the connection 308 at the point "I, said connection 2 inposition of forward travel" of the travel reversing controller Fconnecting the lea N to line. In this manner current will be to thesubsequent motor car in such a manner that, if the operator releases thebrake or moves back the brake drum into zero position, this operationwill take place simultaneously in all motor cars of the train.

For this purpose the travel reversing controller on each front platformmust be properly adjusted before starting the train. If the traintravels backward for some short distance, it will be sufficient toadjust the front travel reversing controller of the motor car atthe headof the train into position for backward travel. The motors of this carwill now operate alone since the reversing controller in position ofbackward travel will keep interrupted the connections supplying thecontrol current to the subsequent cars. 7 If it is desired to reversethe entire train, all reversing controllers in the several cars must bereversed, such as is at present the case. If such reversing had beeninadvertently omitted in one car of the train, thiscar will not operateas motor car.

If it is desired to continue travel, the operator throws the switch 3Minto some lower position so that it will make in addition to contactmember '382 a contact with member 128. The train will now start inwellknown manner, and the main to the contacts 329 and 330. The contact329 lower position of the I Fig. 16 and a simple further motion of thelever controller after having reached full series position will remainat standstill. If it is desired to have the main controller move as faras to its end position, the switch must be further thrown so that therewill only remain a connection between the contacts "I and 326. Thismeans a rotary switch according to switch according to Fig. 1'7.

If it is desired for some reason, for instance for purposes ofswitching, that a car or an entire train of cars be given a slow motion,the operator will have to depress the button 302 at the operators stand'1; Thus the line voltage will be trans-- mitted by way of theconnection 305, branch point 3", connection 301, branch point 321,contact 32! now connects the linevoltage in known manner with thecontrol relay 88 which causes motion of the main controller. At the sametime, the line voltage will be transmitted from contact 32! to contact3," and from thelatter by way of the connection I to theelectro-magnetically actuated locking mechanism slwhich retains the maincontroller in its first position and prevents further motion of saidcontroller. The locking mechanism SP is the same as that which bycontact between the contact member 332 and the 7:, contact fingers 333and 334 arrests switchin mopplied tion of the main controller, after thelatter has arrived at its full series position. Simultaneously withdepressing the button 202 which serves for switching operations, theconnection 335 which otherwise, actuates the control relay SS will be.

interrupted at the point 336, that is to say, the line voltage will notbe transmitted to the through-connection M and therewith also beprevented against being transmitted to the subsequent cars. Depressionof the button 302, therefore, solely causes operation of the maincontroller of that car in which the operator is positioned, the maincontroller being moved as far as to the first operating position.

For some purposes, such as, for switching on gradients the firstoperating position will not be sufficient to set the entire train intomotion. n the other hand, however, in case of very'dense trafllc it maybe desirable to choose the velocity of travel intermediate the zeroposition and full series position or intermediate the full series po'sition and full parallel position. In such a case, the operator, asusual, throws the lever 3M and depresses the button 302 as soon asthe-desired velocity has been attained which may be done in operate thetrain at any desired velocity of travel and to also maintain thisvelocity.

According to the second improvement of my' invention, the maincontroller is locked, while the brake controller has returned into zeroposition, the main controller operating only after the brake controllerhas returned to zero position. Practically this-will be instantaneouslythe case because of the action of strong'magnet 323.

This mode of operation is accomplished by carrying the connection 3"past a contact 339 of the brake drum which disconnects the latter inevery position different from zero position.

The switch 331 which is nection 335 has for its purpose to permit, ininoperative condition of the main controller of a subsequent car,todisconnect this car alone, while it will further be possible to actuatethe handbrake in any car by the oil pressure conduit G which passesthrough the car as well as to release said hand-brake by connecting theconduit N to the line voltage.

inserted in the con- The auxiliary contact device of the reversingcontrollers F and- F comprises two contacts 340 and Ill which in case ofbackward travel with only the motors of the front car operative willlikewise permit, as known, actuation and release of all brakes in theseveral motor cars of the train.

Fig. 17 represents a lever switch which serves simultaneously forelectrical operation of the main controller and formechanicaloperationof the brake controller. In Fig. 1'! the direction of travel is supposedto be towards the right. The operator would therefore have to bepositioned in the rear of the brake lever at the left-hand side thereofwith his face directed towards the right.

.The lever SH is normally in zero position. If t'he operator desires tohave the main controller move into series position and as far as'toparallel posiforth in aoaaess- Fig. 17 towards the right, that istowards the front, either into the position N which represents fullseries connection or into the position M which represents full parallelconnection. As soon as the operator releases the lever SH, the latter isautomatically carried back into zero position by means 01! a spring notshown in the drawings.

In order to brake the train the operator will,

have to throw the lever SH towards the left in the drawings, that istowards the rear in the direction. of travel of the car or in directiontowards himself. The lever after moving beyond the position BL which isexplained herein further below, will now press with a rectangularextension fixed on said lever against the extension V of the piston KO,thus moving the latter in downward direction. The brake controller isnow operated'in well known manner by displacement of a liquid. The brakecontroller remains inserted in the circuit as long as the operator keepsthe lever in any 01' its braking positions. Further backward throwing ofthe lever .to the left will have the effect of operating the brakecontroller in further positionsthereoi, while releasing the lever willcause the brake drum to remain in the position at a time arrived at. Thebrake will be released as soon as the operator carries the lever back byhand into the position BL or into zero position, or if the operatorreleases said-lever so that it will move back into zero position byaction of a spring (not shown in the drawings).

Release of. the brake, in particular, is eflected by said lever whichcloses the contacts for the position BL, even in case the'time o'tclosing said contacts is very short.

At the upper end of the lever there is mounted the button KN whichserves for switching pur-, poses and for stopping the train. It saidbutton in zero position of the switch is depressed, it will open thecontacts at I and close the contacts at It, with the result that themain controller of the first car will be caused to operate until ithasarrived at its first operating position in the above described manner.If the button KN, 'however, is depressed in one of the travel positionsof the switch, the main controller of the front motor car will remain inthe position reached, while the main controller of the subsequent motorcars will at once be disconnected. The details of this operation hadbeenabove "described.

A further improvement of the present invention is that of the Sanddischarging apparatus set my copending and divisional applica-- tionSerial No. 715,893, filed March 16, 1934.

I claim: I I

1. Apparatus ofthe kind described, including a main controller, andelectrically governed brake control means and a main switch in circuitwith the main controller and adapted to efl'ect operation oi the brakecontrol means independently of the temporary position of the maincontroller.

2. Apparatus oi the kind described, including a'brake controller, springmeans tending to im- Part a switch-in movement to said brake controller,electro-magnetic control means operating against theiorce of said springmeans for switching-out said brake controller and means releasable bysaid electro-magnetic means for latching the controller in positions towhich it is moved by the spring means, trol means when energized adaptedtopermit disconnection of said latching means for the brake controllerand tensioning oi said spring simultaneously therewith. 5

3. Apparatus oi the kind described, including .with the operation ofated means and said brake controller. 5. Apparatus of the kinddescribed, including said electro-magnetic con- .a spring-actuated brakecontroller, a'pressure oil conduit for operating said brake controller,a locking pawl associated with a spirally shaped cam-disk adapted topermit forward motion of said brake controller-in agreement with thedisplacement 01 oil in said pressure 011 conduit and to simultaneouslyprevent standstill oi said brake controller intermediate-two operatingsteps.

4. Apparatus of the kind described, including a spring-actuated brakecontroller, a fluid pressure actuated means for operating said brakecontroller, a locking pawl associated with a spirally shaped cam-diskadapted to permit forward motion of said brake controller in response tooperation of said fluid pressure actuated means and to simultaneouslyprevent standstill of said brake controller intermediate two operatingsteps, a mechanical braking means, and automatic control apparatuspermitting actuation -oi said mechanical braking uneans simultaneouslysai fluid pressure actumechanical braking instrumentalities,electromagnetic control apparatus for releasing said mechanical brakinginstrumentalities, additional mechanical retention means for retainingsaid mechanical braking instrumentalities in released condition, andautomatic means for releasing said additional mechanical retention meansin, said released condition of said mechanical brakinginstrumentalities.

o. In apparatus of the kind described, a plurality of vehicle controlunits, and separate actuating means for each unit, means automati callyresponsive to operation of the actuating means for each of said unitsfor effecting operation of another of said units, and additional 'meansassociated with each unit foreifectively operating said unitmechanically and independently of such automatic operation of the unit.

7; In apparatus of the kind described. a plurality of vehicle controlunits each having hydraulic pressure operated actuating means therefor,means responsive to the operation of the actuating means of one of saidunits to control the pressure operation of the actuating means oranother of said units and additional means associated with each unit foreiiectively operating said unit independently of the hydraulic pressureoperation of said actuating means.

8. In apparatus of the kind described, a plurality of vehicle controlunits each having hydraulic pressure operated actuating means thereior,means responsive to the operation of the actuating means of one of saidunits to control the pressure operation of the actuating means. ofanother of said units, and additional means associated with each unitfor efiectivelyoperating said unit independently of the hydraulicpressure operation of said actuating means, said additional means andthe actuating means having coacting parts locking said-additional meansagainst operation when the actuating means is operated by hydraulicpressure. y f

9; In apparatus or the kinddescriberh a plurality oi vehicle controlunits each having hydraulic pressure operated actuating means therefor;-means responsive to operation of the actuating means'oi' one oi. saidunits'to control the pressure operation of the actuating means ofanother of said units, each or said units including an energy receivingand transmitting shaft, andthe actuating means comprising piston meanscooperating with means on said shaft hydraulic pressure direction.

4 10. In apparatus of the kind described, a plurality of vehicle controlunits each having piston means to normal position.

11. In apparatus of the kind described, a plurality of vehicle controlunits each having hydraulic pressure operated actuating means therefor,means responsive to operation of the actuating means of one of saidunits to'control the pressure operation hot the actuating means ofanother of said units, eachof said units including an energy receivingand transmitting shaft, and the actuating means comprising pistons eachcooperating with means on said shaft in the unitary axial movement ofsaid pistons in either direction under hydraulic 7pressureto rotate saidshaft in one direction, and an additional rotatable member cooperatingwith said pistons to relatively move the same in opposite axialdirections to rotate said shaft and simultaneously'position said pistonsto effectlthe hydraulic pressure operation of the actuating means ofother control units.

12. In apparatus of the kind described, a plurality of vehicle controlunits each having therefor,

hydraulic pressure operated actuating means means responsive tooperation of the actuating means of one of said units to control thepressure operation of the actuating means of another of said units, eachof said units including an energyireceiving and transmitting shaft, andthe actuating means comprising pistons each cooperating with means onsaid shaft in the unitary axial movement of said pistons in' eitherdirection under hydraulic pressure to rotate said shaft in onedirection, an additional rotatable member cooperatingwitlr said pistonsto relatively move thev same. in opposite axial directionsto rotate saidshaft and simultaneously position said pistons to effect the hydraulicpressure operation of the actuating means of other control units, andsaid rotatable member having parts coacting with the when the latter aremoved as a unit in either direction to lock said member againstoperation.

13. In apparatus of the kind described, a plurality of vehicle controlunits each having hydraulic pressure operated actuating means therefor,means responsive to operation of the actuating means of one of saidunits to control the pressure operation of the actuating means ofanother of said units, 'each of saidunits including an energy receivingand transmitting shaft, and the actuating means comprising pistons eachcooperating with means on said shaft in the unitary axial movement ofsaid pistons in either direction under hydraulic pressure to rotate saidshaft in one direction, an additional rotatable member cooperating withsaid pistons to relatively move the same in opposite axial directions torotate said shaft and simultanepressure operated actuating means forsaid and means rendered effective by the 'ing motor therefor and by saidmotor respective pistons and movable axially in either direction underto rotate said shaft in one ously position said pistons to effect thehydraulic pressure operation of the actuating means of other controlunits, and additional hydraulic pressure operated means associated witheach unit and operatively connected with said rotatable member toactuate the latter.

l4.- In combination with a plurality of vehicles, a brake operating uniton each vehicle, hydraulic units individual to the respective vehicles,and means rendered effective by the operation of the actuating means forany one unit to cause the hydraulic pressure operation of the actuating,means for the brake operating units of the other vehicles and meansassociated with each unit for "mechanically actuating said unit andhydraulically actuating the units of the other vehicles.

15. In combination with a plurality of vehicles, a brake operating uniton each vehicle, hydraulic pressure operated actuating means for saidunits individual to the respective vehicles, operation of the actuatingmeans for any one unit to cause the hydraulic pressure operation of theactuating means for the brake operating units of the other vehicles,said last named, means including aligned coacting pistons on theadjacent vehicles operated in one direction by the hydraulic operatingmedium for the brake applying units of the respective vehicles wheneither of said units is operated to thereby effect the hydraulicpressure operation of the brake applying unit of the other vehicle.

- 16. In an electrically propelled vehicle, a driving motor therefor andcircuit connections for electrically braking the movement of saidvehicle by said motor including a brake controller, and' fluid pressuremeans for controlling operation of the brake controller.

, 17. In an electrically propelled vehicle, a drivcircuit connectionsfor electrically braking the movement of said vehicle including a brakecontroller, fluid pressure means for controlling operation of thebrakecontroller, said fluid pressure means comprising an element movablein response ,to fluid pressure within said fluid pressure means, meansfor manually developing a pressure within said fluid pressure meanseffective to move said element, and means operatively connectingsaid'element and said brake controller.

18. In an electrically propelled vehicle, a driving motor therefor andcircuit connections for electrically braking the movement of saidvehicle by said motor including a brake controller, fluid pressure meansfor controlling operation of the brake controller including aservo-motor operatively connected to the brake controller and tending tomove the same into braking position,

latching means for holding the controller against .6

such movement, and means responsive to pressure developed in said fluidpressure means and effective to release said latching means to permitoperation of the controller by the servo-motor.

" 19. In a train of electrically propelled vehicles 6 each. having adriving motor, circuit connections for electrically braking saidvehicles through said motors and including a brake controller for eachvehicle, and fluid pressure means for actuating said brake controllersin unison from any one vehicle, fluid pressure means for actuating saidbrake controllers in unison from any one of the vehicles, said fluidpressure means including a. fluid pressure conduit common to all of saidvehicles, operative connections between said conduit and the severalbrake controllers, and means on each vehicle for developing an efiectivefluid pressure throughoutsaid conduit for simultaneously operating allof said controllers.

21. In an electrically propelled vehicle, a driving motor therefor,circuit connections for electrically braking the vehicle through saidmotor, a brake controller for regulating the brake effort of the motor,mechanical braking means for the vehicle, and unitary means forsuccessively applying electric and mechanical braking effort to thevehicle.

22. In an electrically propelled vehicle, a driving motor therefor,circuit connections for electrically braking the vehicle through saidmotor.

a brake controller for regulating the brake eflort oi the motor,mechanical braking means for the vehicle, and means for selectivelybraking the veelectrically or mechanically at will.

hicle either 23. In a brake control system for electrically propelledvehicles each including a driving motor, a main controller forenergizing the. driving motors, circuitconnections'fcr electricallybraking the vehicle through the driving motors andincluding a brakecontroller and circuit connectlons between the brake controller and maincontroller whereby the main controller is energized beyond apredetermined advanced position only when the brake controller is inzero position.

LOUIS EUGENE-WILDOLT MON'I'ROSE-OSTER. I

